Adolph worner



(No Model.) A. WORNBR.

GONDUIT ELECTRIC RAILWAYr N0. 509,421. Patented Nov. 28', 189s.

Nrrnn STATES VPATENT OFFICE.

ADOLPH VVRNER, OF BUDAPESTH, AUSTRIA-HUNGARY, ASSIGNOR TO SIEMENS da HALSKE, OF BERLIN, GERMANY.

CON DU IT ELECTRIC RAILWAY.

SPECIFICATION forming partof Letters Patent No. 509,421, dated November 28, 1893.

Application filed November 12,1891. Serial No. 411,755. (No model.)

.To all whom it may concern,.-

Be it known that I, ADOLPH WRNER, a subject of the Grand Duke of Hesse, residing at Buda-Pesth, Austria-Hungary, have invented certain new and useful Improvements in Electric Tramways with Subterranean Current- Supply; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to the arrangement of underground conductors for electrical railways and t0 means for establishing electrical connection between the said conductors and the electro-motor upon the car.

The objects of myinvention are to concentrate and simplify the construction, to render the parts accessible, and to provide for drainage in the foundation of the road bed.

My invention consists in a roadway, provided with a compound rail adapted for the passage of the electrical contact-making device connected to the car, and a structure for the continuous conductor or conductors, adapted to form a sub-way so constructed as to support the respective members of the compound rail rigidly in their fixed relation.

In order to enable others skilled in the art to which my invention appertains to understand and use the same, I will proceed to describe its details of construction, explain its operation and subsequently point out in the appended claims its novel characteristics.

Referring to the accompanying drawings: Figure l, is a cross sectional elevation of the roadway; Fig. 2, a vertical longitudinal section taken through the conduit between the members of the compound rail; Fig. 3, a hori- Zontal section taken on the line y, y, Fig. l; and Fig. 4, an enlarged detail view of .the contact-making device.

A represents suitable yokes which are placed in the road bed at intervals, to support the respective members B B2 of the compound rail. The openings through the yokes A correspond to the contour of the subway to be formed, and between said yokes the filling D is interposed to complete the side walls of the subway. The subway is graded at its bottom to promote drainage, and its depth rendered sufficient to obviate the rise ofV the water to the height of the conductors E of current. The top of each yoke A presents two horizontal bearing portions aar-the adjacent edge portions of which bend upwardly to constitute a pair of short vertical flanges I) b. The traction rail B and the guard rail B2 are secured on the horizontal bearing portions a a of the yokes,-the base of each rail being recessed to form a longitudinal shoulder c adapted to be engaged by the adjacent flange ZJ, to assist in preventing the rails B', B2 from Working toward each other and contracting the intermediate slot in which the contact connection moves. Angle plates or brackets d, on the outer side of the bearing rail B are bolted to the web of the same and to the yokes A respectively. The other traction rail B3 of the road is secured by a suitable-cross tie I-I to the web of the guard rail B2, as indicated in Fig. l, and the said guard rail B2, being thus rigidly connected to the traction rail B by the yoke A, the proper gage of the track is thereby securely maintained.

The continuous underground conductors E E are suspended in the subway by means of insulated depending arms G, having insulators F of porcelain, hard rubber, or any suitable well known material, seated in bosses e e, located integrally on the under side of the bearing portions ct a of the yokes A. The arms G, being projected downwardly from the bosses e e, avoid any possibility of the water that may collect on the conductors E E iowing to the non-insulated parts,and thereby making electrical connection. One of the conductors E serves to convey the electric current from the generating station to the car, the other to return the current, and the travellng contact-making device of the car is provided with two respective shoes L, L insulated from one anotherbearin gon therespective conductors E, E, and connected to the opposite poles of the electro-motorby wires f fN N. The shoes L, L, are compressed against the respective conductors E, E by means of the spring M, shown in Figs. 3 and 4. The shoes L, L and their electrical conductors N, N are supported from the car in a suitable carrying frame J, having depending arms K, K that engage with and support the opposite ends of the contactmaking device.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

l. In an electrical railway, in combination with a subway including a series of yokes, each made in a single piece and comprising top horizontal bearing portions having adjacent vertical lianges; of a traction and a guard rail, mounted and secured on the said bearing portions respectively, and provided with under shoulders to engage the said Vertical iianges of the yoke; together with current conductors located oppositely in the same horizontal plane in said subway, substantially as set forth.

2. In an electrical railway, in combination with a subway including a series of yokes, provided with top horizontal bearing portions and lower integral bosses e e; of a traction and a guard rail, secured on said bearing portions respectively, and forming a slot between them, for the purpose described; together with current conductors located oppositely and suspended in the same horizontal plane, and suitably insulated from said bosses in said subway, substantially as set forth.

3. In an electric railway, the combination with an underground conduit, and continuous electrical conductors suspended therein by insulated supports, of a compound spring, the parts of which are rigidly connected at their ends so as to form in effect a single spring, carried by the moving vehicle, for pressing contact shoes carried thereby against the continuous conductors and means for transmitting the current to said Vehicle, substantially as described.

4. In an electric railway, the combination with an underground conduit and continuous electrical conductors suspended therein by depending, insulated supports, of a compound spring, the parts of which are rigidly connected at their ends so as to form in effect a single spring, attached to a suitable frame carried by the moving vehicle, for pressing contact shoes carried by said spring against the continuous conductors and means for transmitting the current to said vehicle, substantially as described.

5. In an electric railway, the combination with an underground conduit, and continuous electric conductors, E E, suspended therein by insulated supports, of the frame J, carried by the moving car, the contact shoes L L the spring M, the parts of which are rigidly connected at their ends so as to form in effect a single spring, whereby said shoes are uninterruptedly forced against said conductors, and means for transmitting the current to said car, substantially as described.

6. In an electric railway, the combination with an underground conduit and continuous electrical conductors suspended thereinv by insulated supports, of a compound spring, the parts of which are rigidly connected at their ends so as to form in effect a single spring, for pressing contact shoes carried by said spring against the continuous conductors, wires connecting said shoes to the moving vehicle, a carrying frame, and arms K securing said shoes to said frame and protecting said connecting wires, substantially as described.

In testimony whereof I have affixed my signaturein presence of two witnesses.

ADoLPI-I WRNER.

Witnesses:

B. Roi, MAX WAGNER. 

